293868 Λ Γ» _·__Π_6__ 五、發明説明（） 本發明有鼷控制供给油料至二衝程循環發動機，其中 引入至發動機的油料與燃料的引入分離。 要求減少内燃機的排放越來越駸格，而且對汽車發動 機Μ外的發動機排放準位亦須加以控制。但大多數的二衝 程循環發動機目前皆使用潤滑油加入燃料中，然後通過各 汽缸的曲柄軸室再進入汽缸點火燃燒。雖然潤滑油與燃料 的混合很方便且容易將潤滑油送至發動機的各艏地方但卻 使排放的問題的惡化。 機械的油計量裝置可與二衝程循環發動機結合使用， 通常Μ節流閥連桿組調整發動機負荷的相對油供给。油係 輪送至燃料内或直接送至發動機内，或在曲柄軸箱壓縮二 衝程循環發動機係輪送至曲柄箱内的空氣中。 最有效的排放控制，特別是二衝程循環發動機，係直 接將燃料射入燃燒室内，但此種直接噴射条統的燃料可能 無法作為潤滑油的載體，因為燃料並不進入需要潤滑的主 要組件所在的發動機曲柄軸箱內。 經濟部屮央榀準而Α工消*合作社印3i (請先閲讀背而之注憑事項#艰窵木页) 在具有較大容量發動機的汽車中，除了控制燃料噴射 糸統的操作外，另提供一種含電子控制可程式潤滑糸統的 發動機管理条統較為經濟。但此種發動機管理糸統的成本 ，高不適合低成本小容量發動機使用，如船艇發動機，機 車及除草機。 因此，本發明目的在提供一種方法及装置，可用以供 给燃料及潤滑劑給二衝程循環内燃機使用，可有效的控制 潤滑劑的供给率，並適合低成本的量產。 本紙5fc尺度边用中Η η家標準（CHS) 規IM210X29V公犮） 3 81. 6. 10,000¾ (H) 經濟部屮央榣準而Α工消f,·'合作社印51 293868 Λ 0____;_nj_ 五、發明説明（） 此種控制供给二衝程循環内燃機潤滑油的方法包含自 —燃料貯槽輸送燃料至發動機，周期性的Μ至少與多數發 動機循環最大燃料燃燒率所需燃料相等之燃料量填充該貯 槽，以一正位移泵裝置將油輪送至發動機，該裝置每一泵 循環的輸送率大於發動機每一循所需之最大油需求量，可 堪應致動油泵，同時燃燒該貯槽燃料，並控制每一泵循的 油輪送量，Μ保持每一循環輪送至發動機的燃料及油量之 間的預定比率實質均勻。 另外，本發明提供一種油計量裝置的特點，可控制二 衝程循環内燃機的油供给，包含正位移泵裝置用Μ將油輪 送至發動機，具有大於發動機每一循環所需最大油量的容 量，一燃料供给貯槽具有至少等於多數發動機循環在最大 燃料燃燒率所需燃料量的容量，裝置可保持貯槽中之該燃 料在實質穩定的壓力下供给至燃料計量装置，装置可遒應 操作及同時燃燒該貯槽燃料Μ致動該泵裝置，及裝置可在 每一泵裝置循環中控制油輪送，Μ保持在每一發動機循環 中輪送至發動機的燃料及油料量之間的預定比率實質穩定 〇 燃料供給槽有一壁截面鎏應燃料燃燒而自貯槽移動， 該壁截面係可操作的連接於油，泵使油泵的輸送率與燃料 供给槽該壁截面的移動成比例，壁截面直接與油泵活塞或 汽缸直接聯结，使活塞與汽缸之間的相對移動與燃料貯櫓 該壁截面的移動成比例而產生油輪送的作用。 根據本發明另一特點，提供一種燃料計量裝置包含一 (請先閱^背而之注念^項再艰寫木页) 裝· 本紙張尺度边用中國Ηί榀準（CNS)TM規岱（2]0X297公及） 4 81. 6. ]〇,〇〇〇張（H) 經濟部屮央桴準劝Α工消价合作社印51 293868 Λ (ί _；_Ι1_6 五、發明説明（） 燃料貯槽，一計量室，一計量構件具有一端部伸入該計量 室，及一中間部延伸至該燃料貯槽中並提供一連接該燃料 貯槽與該計量室之通道，閥裝置配置可該燃料僅能自貯棺 流通至該計量室，其中計量室移動於一方向釋放燃料，而 在另一方向則自貯器输入燃料，裝置可往復作用計量室中 之該計量構件，以自該室繪送燃料，及裝置用Μ控制該往 復的範圍，可改變燃料輪送量而計量至發動機的燃料。 計量室延伸通過燃料貯室，有一壁孔隙可提供，以連 續為佳，貯槽與計量室通道之間的連通。計量室係可操作 的連接於驅動裝置，如活塞裝置，可在汽缸内移動產生該 往復作用，該驅動裝置衝程或活塞可堪應燃料需求而變W 控制所輪送燃料量。 上述燃料計量裝置可與前述油計量裝置接合使用，亦 可單獨使用。 本發明另一特點有關輸送一計量燃料量至發動機的方 法，其中燃料可由上述或另外適當方法計量，以利用正位 移裝置輸送燃料至噴射裝置的方法為佳。 _送一計量燃料至具有燃料噴射裝置内燃機的方法包 括一噴射室及一可選擇操作噴嘴，用Μ在打開時連通該噴 射室與内燃室，包含在發動機循環壓縮部分打開該噴嘴， 以便將燃料經噴嘴輪送至燃燒室，在輪送燃料至燃燒室之 後，點火之前為佳，自燃焼室將氣體經該嗅嘴輸送至噴射 室内，及輪送一計量燃料至噴射室中之氣體内，在噴嘴閉 合之後，Μ便在下値循環壓縮部分由噴射室之氣體輪送至 (諸先間讀背而之注-事碩孙矾筠木頁) 本紙張尺度边用中Η國家榀準（CNSHM規格（2】0x2<J7公货） 5 81. 6. 10,000張（H) 293868293868 Λ Γ »_ · __Π_6__ V. Description of the invention () The present invention has the control of the supply of oil to the two-stroke cycle engine, in which the oil introduced into the engine is separated from the introduction of fuel. It is increasingly required to reduce the emissions of internal combustion engines, and the engine emission level outside the automobile engine M must also be controlled. However, most two-stroke cycle engines currently use lubricating oil to add fuel, and then pass through the crankshaft chamber of each cylinder to enter the cylinder for ignition and combustion. Although the mixing of lubricating oil and fuel is convenient and it is easy to send the lubricating oil to the bow of the engine, the problem of emissions is exacerbated. A mechanical oil metering device can be used in conjunction with a two-stroke cycle engine, usually the M-throttle linkage set adjusts the relative oil supply of the engine load. The oil system wheels are sent to the fuel or directly to the engine, or the two-stroke cycle compression engine cycle wheels are sent to the air in the crankcase in the crankcase. The most effective emission control, especially the two-stroke cycle engine, directly injects fuel into the combustion chamber, but such direct injection fuel may not be used as a carrier for lubricating oil, because the fuel does not enter the main components that need to be lubricated Inside the crankcase of the engine. The Ministry of Economic Affairs is accurate and A Gong * Cooperative Society printed 3i (please read the back first of the note by the matter # 难 窎 木 页) In cars with larger engines, in addition to controlling the operation of the fuel injection system, It is more economical to provide an engine management system with electronically controlled programmable lubrication system. However, the high cost of this engine management system is not suitable for low-cost small-capacity engines, such as boat engines, locomotives, and weeders. Therefore, the object of the present invention is to provide a method and apparatus that can be used to supply fuel and lubricant to a two-stroke cycle internal combustion engine, can effectively control the lubricant supply rate, and is suitable for low-cost mass production. This paper is used in the 5fc scale of the middle Η η family standard (CHS) regulation IM210X29V (public) 3 81. 6. 10,000¾ (H) The Ministry of Economic Affairs is approved by the central government and A Gong Xiao f, · 'Cooperative printing 51 293868 Λ 0 ____; _ nj_ 5. Description of the invention () This method of controlling the supply of lubricating oil for a two-stroke cycle internal combustion engine involves delivering fuel from the fuel tank to the engine, and the periodic M fills the fuel with an amount of fuel at least equal to the fuel required for the maximum fuel burn rate of most engine cycles The storage tank sends the oil tanker to the engine with a positive displacement pump device. The delivery rate of each pump cycle of the device is greater than the maximum oil demand required by each cycle of the engine. It can be used to activate the oil pump and burn the fuel of the storage tank. Controlling the amount of oil tanker delivered by each pump, M keeps the predetermined ratio between the amount of fuel and oil delivered to the engine in each cycle substantially uniform. In addition, the present invention provides the characteristics of an oil metering device that can control the oil supply of a two-stroke cycle internal combustion engine. The fuel supply tank has a capacity at least equal to the amount of fuel required for most engine cycles at the maximum fuel burn rate. The device can keep the fuel in the tank supplied to the fuel metering device at a substantially stable pressure. The device can operate and burn the fuel at the same time. The tank fuel M actuates the pump device, and the device can control the tanker delivery in each pump device cycle, M maintains a predetermined ratio between the fuel and the amount of fuel delivered to the engine in each engine cycle is substantially stable. Fuel supply The tank has a wall section that moves from the storage tank in response to fuel combustion. The wall section is operatively connected to the oil. The pump makes the delivery rate of the oil pump proportional to the movement of the wall section of the fuel supply tank. The wall section is directly proportional to the oil pump piston or cylinder Direct connection, so that the relative movement between the piston and the cylinder and the movement of the wall section of the fuel reservoir Effect generated transmission ratio of the tanker. According to another feature of the present invention, a fuel metering device is provided that includes a (please read ^ Back to the note ^ item and then hard to write wooden pages). The size of the paper is based on China Ηί 榀 准 (CNS) TM regulations ( 2] 0X297 public and) 4 81. 6.] 〇, 〇〇〇 Zhang (H) The Ministry of Economic Affairs, the central government advised to work together to print a price-cooperative cooperative 51 51 293868 Λ (ί _; _Ι1_6 V. Description of the invention () Fuel tank , A metering chamber, a metering member with one end extending into the metering chamber, and a middle portion extending into the fuel storage tank and providing a channel connecting the fuel storage tank and the metering chamber, the valve device is configured so that the fuel can only The storage coffin circulates to the metering chamber, where the metering chamber moves in one direction to release fuel, and in the other direction, fuel is input from the reservoir. The device can reciprocate the metering member in the metering chamber to draw fuel from the chamber. And the device uses M to control the reciprocating range, which can change the fuel wheel delivery and meter the fuel to the engine. The metering chamber extends through the fuel storage chamber and has a wall of pores to provide, preferably continuous, between the storage tank and the metering chamber channel Connected. The metering room is operable Is connected to a driving device, such as a piston device, which can move in the cylinder to produce the reciprocating action. The stroke of the driving device or the piston can be changed in response to the fuel demand to control the amount of fuel delivered. The above fuel metering device can be The device is used in conjunction, and can also be used alone. Another feature of the present invention relates to a method of delivering a metered amount of fuel to the engine, wherein the fuel can be metered by the above or another suitable method, preferably using a positive displacement device to deliver fuel to the injection device. _The method of sending a metered fuel to an internal combustion engine with a fuel injection device includes an injection chamber and an optional operation nozzle, which is used to connect the injection chamber and the internal combustion chamber when it is opened, including opening the nozzle in the compression part of the engine cycle in order to transfer the fuel It is sent to the combustion chamber through the nozzle wheel. After the fuel is rotated to the combustion chamber and before ignition, it is better to send the gas to the injection chamber through the sniffer nozzle in the spontaneous combustion chamber, and to send a metered fuel to the gas in the injection chamber. After the nozzle is closed, M will be circulated and compressed in the lower part by the gas wheel of the injection chamber to The back of the note read - things alum Sun Yun-seok wood pages) This paper side with the scale in Η countries specimens of quasi (CNSHM specification (2] 0x2 < J7 public goods) 5 81. 6. 10,000 (H) 293868
Λ G •_ Π 6_ 五、發明説明（） 燃燒室。 (請先閲讀背而之注总事項^项巧木^::) 雖然在點火之後仍可繼續自燃燒室_送氣體，但最好 在火焰前進面到逹噴嘴之前即完成輸送，但在有些情況仍 有一些燃燒物會通過噴嘴進入噴射室。 以下由圖示說明本發明的實際配置的油配置及燃料計 量裝置。 第1圖係燃料供给及油計量單位之截面； 第2圖係燃料計量單位的截面； 第3圖係第2圖燃料計量單位計量室及計量桿部分的 放大截面； 第4圖係噴射單位的截面。 第1圖中，燃料及油泵單位包括油計量裝置。 油入口嘴15係與油貯槽（未圖示）連接，經由以彈簧 17A偏壓閉合之單路閥17將油供至油通道16。經由彈簧10A 偏壓單路閥19至閉合位置的控制，可自通道16經嘴18輸送 油。油計量桿20係閉合滑動配接於油泵室21形成油通道16 的一部分。 第1圖計量桿20向上移動可將油自油供给貯槽經閥1 7 吸入通道1 6，而向下移動則可自通道1 6由閥1 9經嘴1 8將油 釋放。嘴18係由適當壓力管線或及/或導管連接以_送油 至發動機的適當的位置。 在一多汽缸發動機中，適當的通道16及計量桿20尺寸 可讓一油計量單位供给潤滑所有多汽缸發動機组件的油。 油計量桿20伸入燃料供给室25，中心連接於形成燃料 本紙張尺度边用中阐阐家榀準（CNS)、丨Μ規格（2丨0X297公及） 81. 6. 10,000張（Η) 6 Λ G Π 6 經濟部屮央標準而员工消价合作社印製 五、發明説明（） 1/ 室25—壁的膜片26。燃料室25分別經由單路閥29及30連通 燃料供给導管27及燃料輪送導管28，使膜片26如第1圖所 示向上移動將燃料吸入室25,及向下移動時將燃料自室25 輪送至燃料計量單位，其說明如下。第1圖中，膜片26係 位於其延伸位置，使燃料室25填充至其最大容量，故通道 16亦填充有油，油計量桿20則位於其最上面位置。 當燃料噴射單位消耗燃料時，膜片26向下移動使計量 桿20亦向下移動。由於計量桿20與膜片26中心部分26a固 定，故二者一致向下移動使油自通道16M與燃料室25消耗 燃料速率成比例的速率位移。因此，可提供一種與燃料消 耗率有直接關係的油供给率計量裝置。 為了提供輸送燃料及油所需的作用力，在膜片26的下 側直接承受室35中實質穩定的氣體壓力，該壓力對應二衝 程循環發動機曲柄室在每一循環中所能達到的幾乎峰值的 壓力。備有一適當的壓力致能閥（未圖示）以便在室35中逹 成此種壓力條件。槓桿39可旋轉的支於40 ^用Μ將膜 ------——- ~-·****^ 片36產生的力發射至膜片26，由於兩膜片26及36面積的不 同而獲得室35中的多重壓力，膜片26及36的面積可由彈簧 23及通道16中的油壓加以調整。 當燃料室25消耗燃料時，膜片36會如第1圖所示向上 移動，直至可調整停止42接觸到膜片36座上的球38。然後 室35通至大氣，而球38則回至圃定凸部43靜止，而8Μ片36 向下移動直至座37再次與球38接合為止。同時，彈箦23將 膜片26向上移動，將燃料經由閥27吸入室25及經由閥17將 (請先閲1?背而之汶恁市項孙艰寫木1C) 裝< 訂_ 線· 本紙張尺度边用中®阁家標平（CNSMM規ΙΜ210Χ297公发） 81. 6. 10,000張（Η) 經濟部中央榀準局β工消仲合作杜印5i 293868 Λ (ί ____Π_6__ 五、發明説明（） 油吸入通道16,並重後循環。 由上述燃料及油供给糸統的組合知當膜片26及計量桿 20由膜片36及槓桿39—起移動時，在燃料供给及油供给率 之間保持一實質固定的關係。 第2及3圖中，燃料輪送通道28將燃料供給至含壓力 擋板46的儲存室45M保持室45内實質穩定的燃料壓力。檔 板46包含一彈簧負荷膜片44。一中空計量桿47延伸通過室 45，其壁具有一孔隙48以提供儲存室45及計量桿47内凹49 之間的連通。計量桿由活塞51閉合於上端。 計量桿47下端係置於計量室53 (第3 _)中，可軸向移 動改變計量室的燃料容量，有一單路閥組成52用以控制內 凹49及計量室53之間的連通。在計量室53相對端的單路閥 54控制計量室53流入導管55的燃料使燃料到達輪送點。 活塞51牢固的連接於計量桿47並饗汽缸58中流體壓力 的作用而移動至汽缸58内。流體壓力的作用使活塞51及計 量桿47位移至第2圖的右方，造成單路閥52閉合及單路閥 54打開，使室53内之燃料自輸送導管55釋出。故改變活塞 51的行程及計量桿47，可改變計量桿47每一衝程_送至發 動機的燃料量Μ符合需要。 閥52及54係傳統結構，各以彈簧負荷於閉合位置。計 量桿49閥52在内凹49壓力高出計量室53中壓力一預設量時 即打開，同樣，閥54在計量室壓力高於輪送管55時打開。 閥52在壓力低於閥54時打開。 為改變輸送至發動機的燃料量，凸輪59係可轉動的装 .............一 ........裝.....叮：..線..{ (請先閲1*||背而之注*卞項再填筠本玎) 本紙張尺度边用中a H 規格（LM0X297公丛） 8 81. 6. 10,000¾ (Η) Λ (ί η (ί 經沭部屮央榀準而只工消扑八：作社印51 五、發明説明（） 置設在軸線60上與控制活塞51在汽缸58内之轉回位置的可 調整活塞停止61聯結。活塞向第2圖右侧的行程範圍由環 形扃62固定。故當活塞停止61向肩62移動時，即第2圖右 側，使燃料計量桿47衝程減少，而在每一活塞衝程中自燃 料計量室53輸送的燃料亦減少，反之亦然。 因此，經由凸輪59的搡作可控制活塞51的衝程並改變 燃料填充率。凸輪61的操作係直接由驅動器控制，或由適 當的ECU控制，使燃料輸送量符合發動機負荷及速度的需 要。 供應至室58用以致活塞51的流體可使用Μ適當壓力控 制裝置自曲柄軸箱由泵所導出的空氣。空氣壓可導自用來 致能膜片36的同一來源，如第1圖示。空氣壓力施加於活 塞的定時係Μ公知方法調整，以便在發動機循環的適當點 輸送燃料。燃料可經由導管55直接以足夠的壓力輸送至噴 射嘴噴入吸氣条統或燃燒室，内或輪送至適當的燃料噴射 器的式樣內。 第1圖所述之燃科及油供给糸統可用來供给燃料至如 第2及3圖的變通的燃料計量装置中。同樣的，第2及3 圖的燃料計量装置也可用在第1圖中的變通的燃料供給中 〇 第4圖中，燃料噴射單位8丨直接裝設在内燃機的汽缸 頭20上。 計童之燃料量自第2及3圖的燃料計量單位，根據發 動機的燃料需求，循環一次經導管55_送至燃料室1 32。 (請先閲誚背而之注-事項再砑寫木訏) 裝- 訂- 本紙法尺度边用中Η Η家榀ψ([Ν5)ΊΜ^Ιίίί(2]0χ2ί)7公及） 9 81. 6. 10,000¾ (Η) 293868 Λ ___ll_6_ 五、發明説明（） (請先閲1?背而之注总-)5:項/1-祺寫木玎) 噴射噴嘴142閥143經由通過燃料室132的閥桿144聯結 至噴射體131内之電磁圈147的銜鐵141。閥143由圖盤彈簧 140偏壓於閉合位置，並由電磁圈147增能而打開。第4圖 所閥143為打開位置。電磁圈147的增能係由與發動循環成 定時關係的ECU (未圖示〉控制，Μ便將燃料自室132輪送至 發動機汽缸。 燃料室132由一實質穩定之適當壓力源充Μ空氣。增 能電磁圈147，閥143向下位移打開噴嘴142，使保持燃料 室132的計量燃料可由高壓空氣經由噴嘴142釋出室132進 入發動機氣缸的燃燒室91。 鑰送燃料至燃燒室的定時係由一 E CUM公知方式加Μ 控制。高壓空氣可由一外部源經空氣入口埠14 5提供。或 刪除噴射單位的埠145而改由發動機燃燒室導出高壓氣體 線· 〇 在燃燒室91氣體壓力仍保持上升之時，藉保持噴嘴 142 ，在完成燃料噴射後，仍打開一段期間而逹成上述目 的。此種方式的氣體（大部分為空氣），其壓力在噴射時高 於燃燒室，經輸送並陷入燃料室1 32内，以備蝻送下値發 動機循環的燃料_送。噴嘴在發動機汽的燃焼物進入燃料 室1 32之前宜為閉合，通常在燃料點火之前。將高壓氣體 自燃燒室陷入噴射裝置燃料室可免去以一壓縮機提供一足 以噴射燃料的壓力氣體。 須知此處說明之供给計量潤滑油至發動機的方法及裝 置亦可應用在其他此處所說明之實務配置形式的燃料計量 本紙烺尺度边用中國gg家標準（CNS)T〇jltM210x297公及） 10 81. 6. ：!0,000張（H) 293868 Λ (! _；_Ι]_β 五、發明説明（） 及轎送中。特別是該方法及裝置可與具有燃料噴射糸統的 發動機結合，其中燃料可單獨噴射，與条統分開的，而此 處所說明則伴隨箸空氣。燃料可直接噴射至發動機燃焼室 內或發動機吸氣条統内。而且燃料可由汽化器燃料条統供 给° (請先閲讀背而之注总事項外项寫木玎) 裝· 訂 線· 經濟部屮央標準A工消费合作杜印5i 本紙張尺度边用中®困家標iMCNSMM規怙（210X297公犮） 11 81. 6. 10,〇〇〇張（H)Λ G • _ Π 6_ V. Description of invention () Combustion chamber. (Please read the general notes to the contrary ^ 项 巧 木 ^: :) Although you can continue to send gas from the combustion chamber after ignition, it is best to complete the delivery before the flame advances to the nozzle, but there are some In some cases, some combustion products will enter the injection chamber through the nozzle. The actual oil arrangement and fuel metering device of the present invention will be described below with reference to the drawings. Figure 1 is the cross section of the fuel supply and oil measurement unit; Figure 2 is the cross section of the fuel measurement unit; Figure 3 is the enlarged cross section of the fuel measurement unit measurement chamber and the metering rod portion of Figure 2; Figure 4 is the injection unit section. In Figure 1, the fuel and oil pump unit includes an oil metering device. The oil inlet nozzle 15 is connected to an oil storage tank (not shown), and supplies oil to the oil passage 16 via a one-way valve 17 which is biased and closed by a spring 17A. Through the control of the spring 10A biasing the one-way valve 19 to the closed position, oil can be delivered from the channel 16 through the nozzle 18. The oil metering rod 20 is closed and slidingly coupled to the oil pump chamber 21 to form a part of the oil passage 16. In Fig. 1, the metering rod 20 moves upward to draw oil from the oil supply tank through the valve 17 into the channel 16 and moves downward to release the oil from the channel 16 through the valve 19 through the mouth 18. The nozzle 18 is connected by an appropriate pressure line or and / or a conduit to deliver oil to the appropriate position of the engine. In a multi-cylinder engine, proper channel 16 and metering rod 20 dimensions allow an oil metering unit to supply oil that lubricates all multi-cylinder engine components. The oil metering rod 20 extends into the fuel supply chamber 25, and the center is connected to the standard paper used to form the fuel sheet (CNS), 丨 M specifications (2 丨 0X297 male) 81. 6. 10,000 sheets (Η) 6 Λ G Π 6 The standard issued by the Ministry of Economy and printed by the employee bargaining cooperative V. Description of the invention () 1 / Room 25-wall diaphragm 26. The fuel chamber 25 communicates with the fuel supply duct 27 and the fuel wheel duct 28 via the one-way valves 29 and 30, respectively, and moves the diaphragm 26 upward as shown in FIG. 1 to draw the fuel into the chamber 25, and when it moves downward, the fuel from the chamber 25 It is delivered to the fuel measurement unit in turn, as explained below. In Fig. 1, the diaphragm 26 is located at its extended position to fill the fuel chamber 25 to its maximum capacity, so the passage 16 is also filled with oil, and the oil metering rod 20 is located at its uppermost position. When the fuel injection unit consumes fuel, the diaphragm 26 moves downward so that the metering rod 20 also moves downward. Since the metering rod 20 is fixed to the central portion 26a of the diaphragm 26, the two are moved downward in unison to displace the oil from the passage 16M at a rate proportional to the fuel consumption rate of the fuel chamber 25. Therefore, it is possible to provide an oil supply rate measuring device that has a direct relationship with the fuel consumption rate. In order to provide the force required to deliver fuel and oil, the substantially stable gas pressure in the chamber 35 is directly received on the lower side of the diaphragm 26, which corresponds to the almost peak value of the crank chamber of the two-stroke cycle engine in each cycle pressure. An appropriate pressure enabling valve (not shown) is provided to achieve such pressure conditions in the chamber 35. The lever 39 can be rotatably supported at 40 ^ Use Μ to transmit the force generated by the diaphragm ------------ ~~ **** ^ to the diaphragm 26, due to the area of the two diaphragms 26 and 36 Different to obtain multiple pressures in the chamber 35, the areas of the diaphragms 26 and 36 can be adjusted by the spring 23 and the oil pressure in the passage 16. When the fuel chamber 25 consumes fuel, the diaphragm 36 will move upward as shown in Figure 1 until the adjustable stop 42 contacts the ball 38 on the seat of the diaphragm 36. The chamber 35 is then vented to the atmosphere, and the ball 38 is returned to the parked convex portion 43 at rest, and the 8M piece 36 is moved downward until the seat 37 is engaged with the ball 38 again. At the same time, the bullet grate 23 moves the diaphragm 26 upwards, sucks the fuel through the valve 27 into the chamber 25 and through the valve 17 (please read 1 first; the opposite is the 1C written by Xiang Sunxiang in Wenqi City). · This paper is used at the edge of the China® Gejia Biaoping (CNSMM regulation Ι210210297) 81. 6. 10,000 sheets (Η) of the Ministry of Economic Affairs, Central Bureau of Economy, Labor and Social Affairs of the Central Government, Du Yin 5i 293868 Λ (ί ____ Π_6__ V. Inventions Description () The oil suction passage 16 is equalized and then circulated. From the combination of the above fuel and oil supply system, it is known that when the diaphragm 26 and the metering rod 20 move from the diaphragm 36 and the lever 39 together, the fuel supply and oil supply rate Maintain a substantially fixed relationship between each other. In Figures 2 and 3, the fuel feed channel 28 supplies fuel to the storage chamber 45M containing the pressure baffle 46 to maintain substantially stable fuel pressure in the chamber 45. The baffle plate 46 includes a spring Load diaphragm 44. A hollow metering rod 47 extends through the chamber 45 and has a hole 48 in the wall to provide communication between the storage chamber 45 and the recess 49 of the metering rod 47. The metering rod is closed at the upper end by a piston 51. The metering rod 47 The lower end is placed in the metering chamber 53 (3rd_), which can be moved axially to change the fuel consumption of the metering chamber The material volume has a one-way valve component 52 to control the communication between the recess 49 and the metering chamber 53. The one-way valve 54 at the opposite end of the metering chamber 53 controls the fuel flowing into the conduit 55 from the metering chamber 53 so that the fuel reaches the rounding point. The piston 51 is firmly connected to the metering rod 47 and moves to the cylinder 58 under the action of fluid pressure in the cylinder 58. The action of the fluid pressure causes the piston 51 and the metering rod 47 to move to the right in FIG. 2, causing the one-way valve 52 Closing and opening of the one-way valve 54 allow the fuel in the chamber 53 to be released from the delivery duct 55. Therefore, changing the stroke of the piston 51 and the metering rod 47 can change the stroke of the metering rod 47 every time_the amount of fuel sent to the engine The valves 52 and 54 are of conventional structure, each loaded with a spring in the closed position. The valve 52 of the metering rod 49 opens when the pressure in the recess 49 is higher than the pressure in the metering chamber 53 by a preset amount. Similarly, the valve 54 is in the metering chamber pressure It opens when it is higher than the feed tube 55. The valve 52 opens when the pressure is lower than the valve 54. To change the amount of fuel delivered to the engine, the cam 59 is a rotatable device ... ........ installation ..... ding: .. line .. {(please read 1 * || backward note * Bian item then fill in玎) The size of the paper is used in the middle a H specification (LM0X297 public cluster) 8 81. 6. 10,000¾ (Η) Λ (ί η (ί 浭 業 業 渭 部 抭 部 抮 楀 擀 戀 八 ： 作 社 印 51 5. Description of the invention () The adjustable piston stop 61, which is placed on the axis 60 and is connected to the control piston 51 in the cylinder 58. The stroke range of the piston to the right of Figure 2 is fixed by the ring 62. Therefore, When the piston stops 61 and moves toward the shoulder 62, that is, on the right side of FIG. 2, the stroke of the fuel metering rod 47 is reduced, and the fuel delivered from the fuel metering chamber 53 is reduced every piston stroke, and vice versa. Therefore, the operation of the cam 59 can control the stroke of the piston 51 and change the fuel filling rate. The operation of the cam 61 is directly controlled by the driver or by an appropriate ECU, so that the fuel delivery amount meets the needs of the engine load and speed. The fluid supplied to the chamber 58 to cause the piston 51 can use the air that the appropriate pressure control device of the crankcase has led out of the pump. The air pressure may be directed from the same source used to enable the diaphragm 36, as shown in Figure 1. The timing of applying air pressure to the piston is adjusted by a well-known method to deliver fuel at an appropriate point in the engine cycle. Fuel can be delivered directly to the nozzle through conduit 55 with sufficient pressure to be injected into the intake system or the combustion chamber, or it can be delivered to the appropriate fuel injector pattern. The fuel section and oil supply system described in Figure 1 can be used to supply fuel to the modified fuel metering device as shown in Figures 2 and 3. Similarly, the fuel metering devices of FIGS. 2 and 3 can also be used in the alternative fuel supply of FIG. 1. In FIG. 4, the fuel injection unit 8 is directly mounted on the cylinder head 20 of the internal combustion engine. The fuel amount of Jitong is from the fuel measurement unit in Figures 2 and 3. According to the fuel demand of the engine, it is sent to the fuel chamber 128 through the conduit 55_ once. (Please read the note on the back-Matters and then write the wood arrogant) Binding-Binding-The standard size of the paper is used. Η Η 家 槀 ψ ([Ν5) ΊΜ ^ Ιίίί (2) 0χ2ί) 7 and) 9 81 . 6. 10,000¾ (Η) 293868 Λ ___ll_6_ V. Description of the invention () (please read 1? Backward note total)-5: Item / 1- Qi write Muying) The injection nozzle 142 valve 143 passes through the fuel chamber The valve stem 144 of 132 is coupled to the armature 141 of the electromagnetic coil 147 in the injection body 131. The valve 143 is biased to the closed position by the dial spring 140, and is opened by being energized by the solenoid 147. The valve 143 in Figure 4 is in the open position. The energization of the electromagnetic coil 147 is controlled by an ECU (not shown) in a timing relationship with the starting cycle, and M sends fuel from the chamber 132 to the engine cylinder. The fuel chamber 132 is charged with M air by a substantially stable and appropriate pressure source. The energizing solenoid 147 and the valve 143 move downward to open the nozzle 142, so that the metered fuel holding the fuel chamber 132 can be released from the high-pressure air through the nozzle 142 into the combustion chamber 91 of the engine cylinder through the nozzle 142. The timing system for sending fuel to the combustion chamber It is controlled by an E CUM known method plus M. High-pressure air can be supplied by an external source through the air inlet port 145. Or the port 145 of the injection unit is deleted and the high-pressure gas line is led out from the engine combustion chamber. 〇The gas pressure in the combustion chamber 91 is still When maintaining the rise, by maintaining the nozzle 142, after the fuel injection is completed, it is still open for a period of time to achieve the above purpose. The gas (mostly air) in this way has a higher pressure than the combustion chamber at the time of injection and is transported And plunge into the fuel chamber 132 to prepare the fuel for the engine cycle. The nozzle should be closed before the fuel of the engine steam enters the fuel chamber 132. Often before the fuel is ignited. Putting the high-pressure gas from the combustion chamber into the fuel chamber of the injection device can eliminate the need for a compressor to provide a pressure gas sufficient to inject the fuel. The fuel gauge used in the other practical configuration forms described here uses the Chinese gg standard (CNS) T〇jlt M210x297 and 10 81. 6 .:! 0,000 sheets (H) 293868 Λ (! _; _Ι ] _β V. Description of the invention () and in car delivery. Especially the method and device can be combined with engines with fuel injection system, in which the fuel can be injected separately and separately from the system, and the description here is accompanied by the air .The fuel can be directly injected into the engine combustion chamber or the engine intake system. And the fuel can be supplied by the carburetor fuel system ° (please read the back-end notes and the general matters and write the wooden items). Central Standard A Industry and Consumer Cooperation Duin 5i This paper standard is used in the middle ® Sleepy home standard iMCNSMM regulations (210X297 Gonglu) 11 81. 6. 10, 〇〇〇 sheets (H)